Motor vehicle transmission and control system



April 12, 1938. E. H. ,1. c. IGILLETTI 2,113,834

MOTOR VEHICLE TRANSMISSION AND CONTROL: SYSTEM Filed D60. 21, 1933 7 Sheets-Sheet l April 121938. E. H. J. c. GILLE'I 'T 113,884 v MbToR VEHICLE TRANSMISSION- AND CONTROL-SYSTEM File d Dec. 21, '19s; r 1 Sheets-Sheet 2 av fikfi %rnegs'. v

I 1938- E. H.- J. c. GILLETT I Q I MOTOR VEHICLE TRANSMISSION CONTROL SYSTEM Filed Dec. 21, 1933 v 7 Sheets-sheet, 5. I

' ,lwenkr Email-aw I l 1 1 J E J.C.:VG|LL!ETT 2,113,885

MOTOR VEHICLE TRANSMISSIONAND CONTROL SYSTEM Jaw-02127161 GiZZ 'zZ' Ap 12,1938. I v E. H. J. b. GILLETT 2,113,834

MOTOR VEHICLE TRANSMISSION AND CONTROL SYSTEM Filed Dec. 21; 1933 Y'r Sheets-Sheet 5 Inuenhr 'mmma Gilled' gym- ,4, e-

Patented Apr. 12, 1938 UNITED STATES PATENT @OFFICE MOTOR VEHICLE TBANSMISSICN AND CON TROL SYSTEM Edward Henry James Oecil Gillett, West Ramp stead, London, England V I Application December 211, 193:, Serial No. 703.413 In Great Britain January 19, 1933v 19 Claims. (Cl. ice-.01)

The present invention relates to improvements in transmission and control systems for motor vehicles and-refers especially to an improved control to. which it is applied and in particulara power devicefor operating a clutchor equivalent transmssion clutch, having control means responsive to the speed of the motor and adapted to engage and disengage the clutch over a selected range of motor speed and capable of perm'itting the clutch to be slipped indefinitely, a

provision of this sort being of great utility in manoeuvring the vehicle in confined spaces or in trailic.

der excessive load, this object being attained by providing a throttle-connected control for the power device which ensures the engagement of the clutch or coupling when the throttle exceeds a selected opening independently of the motorspeed responsive control.

(c) The provision of for the power device enabling the clutch or other vehicle control to be operated by the power device at motor speeds exceeding the operative speed range of the speed responsive control. This independent control is preferably carried out in conjunction with the operation of the gear-shifting means of the variable speed gear of the vehicle.

(d) The provision in combination with an epicyclic variable speed gear having a manual selector control andanexecutive' control for making effective the gear changes selected by the sev lector control of a power device for operating the said executive control together with means for controlling said power device operable in conjunction with the manual selector control.

(e) The provision of a power device as above referred to constructed as a self-contained unit having the minimum number of external connectionsand adapted for mounting on any type of motor vehicle without modification of its internal structure.

These and other objects as will hereinafter appear are obtained by the apparatus of the present invention as hereinafter described.

- The invention consists'in all the features herean independent control in set forth, either severally or-together or any combination thereof includinggall modifications thereof such ,as will be evident to those skilled intheart.

In what follows two embodiments of' the invention together with certain modifications are particularly described with reference to-the accompanying drawings.v 'l'his description isgiven by way of example only and is not to be considered as restrictingthe scope of. the invention as defined in the appended claims.'

In the drawin s:

Fig. 1 represents in side elevation acombined motor, clutch and variable speed gear unit for 'a. motor vehicle, including an auxiliary power device together with the various controls.-

Fig. Z-represents in diagrammatic form the elements composing the clutch.

Fig. 3 is a longitudinal vertical section of the auxiliary power device. r a

Fig. 4 is a transverse vertical section taken along the line 4-4 of Fig. 3.

Fig. 5 is a transverse vertical section taken along the line 5-5 of Fig. 3.

Fig. 6 is a transverse vertical section taken along the line 6-6 of Fig. 3.

Fig. 7 is a longitudinalvertical section of the upper part of the top casing of the variable gear housing shown in Fig. 1.

Fig. 8 is a, transverse vertical section taken along the line 8-8 of Fig. 7. 4

Fig. 9 is a ,view in side elevation of a second embodiment similar to Fig. epicyclic variable speed gear. 1 1

Fig. 10 is a detail view from above of the manual selector control shown in. Fig. 9.

Fig. 11 is a detail view on an. enlarged scale showing a modification of the showing of Fig. 9 relating to the manual selector and power device control. a

Fig. 12 shows in end.elevation, partly in section, certain of the parts of the variable speed gear contained in the gear casing of Fig. 9.

Fig. 13 is a side elevation of the parts shown in -Fig. 12 partly in section.

' Fig. 14 shows in side elevation from within the gear casing of Fig. 9 the parts of the-variable speed gear carried by the side coverpiate.-

Fig. 15 shows in end elevation, partly in sec tion, the parts shown in Fig. 14 together with certain other parts of the variable speed gear of Fig. 9.

Referring to Fig. 1, this represents a combined motor, clutch and variable speedgear unit for a motor vehicle, and consists of three main parts,

' the motor Hi, the clutchcasing and the vari-- able speed gear casing l2 and carries the following controls; a clutch: pedal I3 mounted ona rockingshaft l6, an accelerator pedal I4 and a gear shift lever l5.

1 but including an The accelerator pedal it" clutch, shown at 22; is secured'in any suitable manner to the motor "I andis provided with a.

suitable driving connection from the motor I 0;

in the ekample illustrated this comprises a driving pulley 23 which is connected by .a belt 24 with a pulley 25 mounted on a motor driven shaft 25a which may be the motor crankshaft itself or an auxiliary drive shaft. The auxiliary power unit 22 is also provided with an external lever 26 to which is pivoted a rod 2Lhavlng a slot 28 engaging a pin 29 mounted on the clutchpedal l3. The other external connections of the unit ,22 comprise a valve stem 38 pivoted at 3|, a,rod 2| connected to the accelerator pedal l4 and a stem 32 pivoted at 33 to a rod 34 whose rear end is pivoted at 35 to a lever 38 carried by the upper part of the gear casing l2.

Fig. 2 shows diagrammatically the elements of the clutch contained in the casing il. These elements comprise a driving shaft 31 driven by the motor and carrying a driving member 38, a driven member 48 mounted on a'driven shaft 39, engaging'spring 41 having a fixed abutment 42, withdrawal race 43 mounted on the driven shaft 39 and striking fork 44 mounted on the shaft 16 shown in Fig. 1. a

The construction of the power unit 22 is shown in Figs. 3, 4, 5 and 6. It comprises a hollow casing 22a secured to a central part 22b together with end members 220 and 22d. The part 22a constitutes an oil reservoir and includes a closed pump chamber 48 containing a gear type pump comprising a driven gear 4land a driving gear 46 which is keyed to a shaft 45 journalled in the end member 220 and carrying the driving pulley 23. The pump chamber 48 is provided with a suction pipe 48a communicating with the interior of the casing 22a and a delivery orifice 9 communicating with a delivery pipe 58 arranged outside the casing. The inner end of the shaft 45 is supported in the wall of the pump chamber 48 and terminates in a bell shaped housing 5i carrying centrifugal weights 52' on pivots 53. The weights 52 have projections 58 engaging shoulders 55 formed on a sleeve 56 which is slidably mounted on a spigot 51 secured concentrically in the end of shaft 45.

The part 221) is machined from a solid piece and comprises a cylinder 58 in which is slidable a piston 59 and a valve chest 68 in which is formed a bore 8| open at both ends and concentrio with the shaft 45. Surrounding the bore 6i is an annular recess 62 having an orifice 63 communicating with the external delivery pipe 58 and member 22d (see Fig. 4) the lever 26 on the end of which is mounted a ball a port 64 communicating with cylinder 58. The piston 59 engages the end of a lever a formed on a yoke member 65 having one arm keyed on a cross shaft 66, which is journalled in a bearing 61 secured in the side .of the end member 2211,

the other armcf the yoke 65 being supported on a spigot 66a secured in the other side of the The shaft 88 carries 26a forming the joint with the rod 21 shown in Fig. 1. The arms of the yoke 85 carry pins 88 eccentric with respect to shaft 88 and engaging.

in vertical 'slots 89 formed in a sleeve member 18 which is slidably mounted in the bore 8| of the valve chest 60 and provided with ports II reglsvalve member 12 adapted to close uncover theports II. concentrically within the member 12 is slidably mounted a rod 18 round which is arranged a helical compression spring 14 housed in a recess of the sleeve member I2 and abutting against shoulders 12a, 13a respectively formed on the members 12, 13. Between the inner end of.the rod 13 and the end of the sleeve member 58 is arranged a thrust bearing comprising a single central ball 15 and a thrust washer I8 seated in the end of sleeve 56. The thrust of the bearing I5, 18 on the rod I3 is opposed by helical compression springs 11, I8 enclosed in a screwed .sleeve 19 and seating respectively on abutment nuts'88, 8|. These nuts are arranged concentrically one within the other and are independently adjustable, the abutment nut 88 of the inner or primary spring 11 being screwed within 7 the abutment out 8! of the outer or secondary spring I8 and the latter nut 8| being screwed into thesleeve 19. Lock nuts 82, 83 are provided for the nuts 88 and '8! respectively. The primary spring 17 abuts'directly on the end of rod 13 while the secondary spring 18 acts through a loose distance piece 84 on the end of a threaded collar 85 screwed on the end of the rod I3. The secondary spring 78 is arranged not to come into operation until the primary spring I! has been compressed to a certain extent. This is achieved by providing the screwed sleeve I! with an internal shoulder 19:: to engage the distance piece 84.

and the distance piece 84 and until the spring 11 has been compressed sufllciently for this clearance to be taken up the spring I8 is inoperative;

whereas further movement (to the left in Fig.

3) of the rod 13 compresses both springs.

The sleeve I9 is screwed into a socket 31 secured in the member 22d, a lock nut, 81a being provided for locking the sleeve 79. Adjustment of the clearance between the distance piece 84 and the collar 85 may be obtained by screwing V the sleeve IS-into or out of the socket 81.

The end of the rod 73 is counter-bored at 85 to receive the end of the stem 32 shown in Fig. l. The stem 32 engages a cross pin 88 the ends of which are secured to the sleeve member 72, the rod 13 being slotted at 89 to accommodate the pin 88 and allow it to move longitudinally with respect to the rod.

The valve chest part 68 is also bored parallelpressure inside the casing 22:: with-the atmos-' phere. v

The operation of the unit is as follows:

The pump 46, 41 continuously draws oil from the reservoir 22a and delivers it to the annular recess 82. If either of the ports II, "is open the oil-escapes through them and is returned to When the spring "is fully extended there is a clearance between the end of the collar 85' the sump through the open endof the bore 8| or of the sleeve 98. If,'however, boththe ports 1|, 8| are closedthe-oil cannot escape from the annular recess 62 and is therefore delivered into the cylinder 58, thus forcing out the piston and rocking the yoke member 65, shaft I. and lever 26 in a clockwise direction. With the lever 28 coupled as shown in Fig. l to the clutch pedal the clockwise movement of the lever 25 acts to disengage the clutch.

It will be noted that the pin and slot connection 28, 29 in Fig. 1 serves to allow the clutch to be disengaged in the ordinary way by the foot without disturbing the power unit- 32.

The members 10, I3 constitute a compound valve whose operation depends on the positions of both the piston 59 and the spring loaded centrifugal control 52-55, I3, I1, 15. Normally the weights 52, sleeve 55, rod "I3 and valve member I2 move. as a unit. the member I2 being held against the collar 85 by the spring I4 and the spring II holding the rod I3 against the thrust bearing I5, 15v and the sleeve 55 against the projections 54 of the weights 52. The movement of this assembly is limited by the abutment of the weights in'one direction on the sleeve 55 and in the other on the walls of the housing 5I'. The position of the assembly 55, I3, I2 depends on the speed of shaft 45 over a certain range of speed, the lower limit being the speed at which the centrifugal weights first overcome the initial hence of the clutch pedal.

enables the clutch to he slipped indefinitely by tensionof spring 11 and the upper limit that at which the centrifugal weights strike the walls of the housing 5|. a

As the speed decreases from the upper to the lower limit the valve member I2 moves from the position shown in Fig. 3 to the right. The first effect of this is to close ports II and block the free outlet from the annular recess 52 so that the oil' is delivered to the cylinder 55 and drives the piston 59 outwards. The movement of the piston is transmitted by yoke 55 and pins 58 to the sleeve I which follows up the valve member I2 till the ports 'II just begin to be opened when the delivery to the cylinder is relieved and the piston is stopped. Further decrease of speed results in further movement of the member I2 closving the ports II, until a further movement of the piston and sleeve I0 opens the ports II again. The movement of the piston is thus progressive over the operative speed range of the centrifugal control as for any given speed within this range there is a definite position of the piston 39 and This arrangement maintaining the speed of the motor and hence of shaft 45 at a value lying within the operative speed range of the centrifugal control, thus holding the clutch-operating piston 59 in a position intermediate thelimits of its stroke correspond- -ing to partial engagement of the clutch.

In order however to prevent continued slipping of the clutch under heavy loads the throttle controlled valve 90,' 9|, 92 is provided. In this the valve piston 92 covers the ports'9I at small throttle openings but when the throttle opening exceeds a given value, preferably about one-third open, the stem 30 is moved suflioiently inwards to cause the piston 92 to clear the ports 9|, thus giving free escape of the oil from the recess 62 and allowing the piston 59 to return to the bottom of the cylinder 58 and permitting the clutch to engage fullyindependently of the position of the centrifugally controlled valve member I2.

For disengaging the clutch at speeds above the .operating range of the centrifugal control'the stem 32 is moved inwards carrying with it pin 88 and valve member I2 and compressing spring I4, the movement of the member I2 being followed up by the piston 59 and sleeve I0 as already described. The slot 89 in rod "I3 is made long enough to allow the full travel of valve member I2 so that the clutch may be fully disengaged.

In order to cushion the final engagement of .the clutch. it is desirable to make the degree of movement of the valve member I2 smaller in relation to the degree of increase of motor speed at the end of the valve travel in the clutchengaging direction than at the beginning. This is accomplished by the use of the secondary spring 13 stronger than the primary spring 11 and maintained inoperative by means of a stop and clearance as already described over the first part of the travel of valve member I2 in the clutch engaging direction.

By providing separate adjustments 50, 3| for each-spring 11, I8 and a clearance adjustment I9, 81 as already described, both upper and lower limits of the operative speed range of the centrifugal control and the degree of cushioning at the clutch engaging end of the stroke may be suitably regulated-.-

It may be noted that the back of the valve member I2 is in free communication with the open space of'bore I by means of clearances provided by forming grooves or flats on the head 13b of the rod I3 and a vent 95. This ensures that the valve member 92 is pressure balanced and can therefore not disturb the correct functioning of the centrifugal control.

In the embodiment of Fig. 1, clutch disengagement is automatically effected during changes of gear as follows:--

Referring to Figs. 1, 'I and8, at the top of the variable speed gear casing I2 is mounted a gear change lever I5 of the ordinary kind whose lower end is adapted for operating the gear selecting mechanism. The lever I5 is fulcrumed at- I05 in a support I0I which is rotatable transversely and slidable longitudinally in a housing I08 forming an upward extensionof the variable gear casing I2.

In the support I0'I is formed a circumferential V-shaped groove I09 which engages the upper end of a vertically slidable pin IIO whose lower end engages a pawl II I mounted on a cross shaft I 04 which carries externally a lever coupled to the rod 34. The shaft I04 also carries a pawl I I2 which engages a 'curved tooth II 4 mounted on the lower part of the lever I5. The pawl H2 is provided with a projection II3 against one side or other on which the curved tooth I I4 normally lies. 7 p

The operation of this device is asyfollows: when the lever I5 is moved to effect a change of gear the first efiect of this movement is to slide the support I0I longitudinally in the direction of said movement, the lever being prevented from rocking appreciably on its fulcrum I05 by the engagement of the tooth II4 with the flank of the projection H3. The movement of the support I01 by displacing the groove I09 forces the pin I I0 downwards against the pawl III thereby rocking the shaft I04 and with it the external lever 35 in a counter-clockwise direction. The rod 34 is thereby moved to the right, thus moving the stem 32 inwards (see Fig. 3) and operating the valve. member I2 to disengage the clutch as already described.

The rocking .of the shaft I04 raises the pawl II2 so that the tooth II4 can clear the projectralizing of the support I01 allows the pin IIO to to hold the lever in engagement within a selected I 'the'power unit 22.

rise into its normal position in which its upper point rests in the bottom of the groove I00. The raising of the pin ,0 allows the elements I04, 30, III, .I I2 to rock back into their normal'position, the tooth II4 being again engaged with the projection H3.

It will be noted that the return of elements I04, III, 36 is efiected by the pressure of spring '14 (Fig; 3) acting through the elements I2, 88, 32, 34. v

The curvature of the tooth H4 is struck in an are from the centre of the support I] so that its engagement with the pawl H2 is not effected by sideways rocking of thergear shift lever I5.

' Further the projection H3 is shaped so that the tooth II4 can engage with either flank thereof according as the gear shift lever I5 is in a forward or rearward position corresponding to the particular gear selected.

By this means it will'be seen that the gear shift lever I5 is not operative to shift the gears until by movement of the support I01, it has operated to disengage the clutch; further the clutch cannot be re-engaged until a gear engagement has been eifected since rocking of the pawl I i2 in the clutch engagingdirection is blocked by the engagement of the tip of projection II3 with the tooth II i except when the lever I5 is in one or other gear engaging position.

Fig. 9 shows a modified embodiment including a variable speed gear of epicyclic type having a selector control operated by a lever on the steering column of the vehicle and'an executive control for making the selected changes of gear effective, the executive control being operated by The variable speed gear comprises a number of epicyclic trains which are brought into action by friction bands which are releasable by depressing a pedal. The selector control actuates a system of cams whereby on releasing the pedal one or other of the bands is engaged as determined by the selector control.

In the example shown the pedal operating the executive control also operates a transmission clutch, but this feature may be dispensed with since the friction bands may themselves perform the function of the clutch. Referring toFigs. 9 and 10, the showing is in general similar to Fig. l in particular the auxiliary power unit 22 is identical with that of Fi 1, and its connections with the motor, clutch and accelerator are exactly the same as in Fig. 1 and need not therefore be further described.

In Fig. 9 however the variable speed gear casing being of a difierent form from that in Fig. l is indicatedby the numeral I2a. There is also shown in Fig. 9 the steering column 95 of the vehicle to which is secured a quadrant 06. A

hand lever 91 is pivoted at 38 to a rotatable rod I00 and is engageable with notches 06a ofthe quadrant 00 (see Fig. .10).

To move the lever from one notch to another it' must be rocked upwards about its pivot 08 against the action of a spring 90 which serves notch 900. It will be noted that two notches only are-shown in Fig. for clearness, but the quadrant will actually possess as many notches as there are gear ratios, includingreverse and.

also a notch for neutral.

Movement of the lever 31 from one notch to another rotates the rod I00 which carries at its lower end a gear I00ameshing with a second gear IOIa carrying a lever IN to which is connected a rod I02 actuating a lever I03 which actuates the selector mechanism inside the gear casing The lever 91 is further connected'at III; to a rod III which actuates the rod, 34 through a bell crank lever II8 pivoted at 8a. Further the rod II9 connects the clutch pedal I3 with a lever I which actuates the friction bands for applying the various trains of epicyclic gears within the, casing I2a.

It will be seen that when the lever 91 is raised against the spring 09 to clear the notches 96a the train of elements. I I1, H8, 34 is actuated to move the stem 32 of the power unit 22 inwards,

so as to operate the valve mechanism of the power unit 22 in the manner already described to rock the le er 26 clockwise and thereby depress the pedal I3. Depression of the pedal I3 actuates the rod IIB to rotate the lever I20 in a counterclockwise direction, the efiect of this being to release the friction bands 01 the variable speed gear I2a to disengage the transmission.

When the lever 91 is brought over the selected notch 9611. the lever I03 actuated by the train of elements I00, Na, Na, IOI, I02 has selected the required brake band-in the gear casing I2a for application to engage the selected gear ratio and on releasing the lever 91 it is pressed downwards into the selected notch 95!: by the spring 99 and thereby the train of elements I"; I I8, 34 is moved to withdraw the stem 32, whereupon the valve mechanism of the unit 22 operates to re-.

turn the lever 26 to its normal position and permit the lever I20 to rotate in a clockwise direction to apply the selected friction band and engage the selected gear.

It will be seen that the transmission may be tion and the transmission maintained disengaged until the lever 91 is lowered into one or other of the notches 95a.

In Fig. 11 a movement of the above described arrangement is shown in which the rod II I is not actuated by movement of the lever 91 itself but by an auxiliary lever I2I pivoted to the lever 91 and connected to rod II! by a rod I2Ia. and bell crank I2Ib pivoted'at I2Ic. By raising the lever I2I against the action of a spring I22 the train of elements II 1, H8, 34 is operated to move the stem 32 inwards so as to disengage the transmission and on releasing the lever I2I the stem 32 is moved outwards and the selected friction band of the variable gear I2a is engaged. In this modification the lever 91 is not pivoted for up and down movement to rod I00 and notches of quadrant 90 may be quite shallow the resilience of the lever 31 itself being suflicient to hold it in the selected notch.

Figs. 12 to 15 show by way of example a suitable mechanism for the epicyclic variable speed link members I 21 actuating toggles I 23 engaging 45 the nose I23b of the busbar I23. Onwithdrawthe lever I20 is rocked whichinturnengagethelinks aliases shown. The bus bar I23 is acted on by a spring.

I3Ic in a direction to press the link members I21 upwards and apply the friction bands I3 I. When rection the bus bar I23 is rocked in a counterclockwise direction (see Fig. 12) .against the spring Illa and the link members I21 are released, thus freeing the brake'bands I3I.' I

Referring to Figs. 14 and 15 the lever I03 is mounted on a shaft I32carrying quadrant I33 having .a skew gear I34 engaging a skew gear wheel! mounted on a shaft I33 carrying a number of cams I31 engaging spring-members I33 I21. The links I21 are also engagedby spring members I33. The springs I33 act to urge the links I21 into position for engagement with the bus bar I23 and the spring members I33 act to press the links I21 out of engagement with the bus bar but are of less strength than the springs I33. 7

The cams I3.1- are so arranged that only-one of the springs I33 is operative at a time whereby only one of the links I21 is urged toengaging position with the bus bar, the remaining links being withdrawn from the bus bar by the action of springs I33.

As long as the bus bar is in engagement with one of the links-I21 thatlink cannot be withdrawn from engaging position since the bus bar I26 is provided with notches l23a which effectively hold the engaged link I21 in position.

On moving the lever I03 to select a change of gear the spring member I33 acting on the link I21 for the time being engaged with the bus bar I23 is withdrawn by its cam and the cam appropriate to the new selected gear is brought into position to bring into action its associated spring I33, but its associated link I21 cannot be brought into position to engage the bus bar I26 until the latter is withdrawn on account of the blockin action between the toe I21a of the link I21 and ing the bus bar by operating the lever I20 the link I21 up to that instant in engagement is sprung back by its spring I33 and the link I21 of the newly selectedgearis sprung into position by its spring III to engage the bus bar, so that onrotationof the lever I20 to re-engage the bus bar I23 the link I21 appropriate to the newly selected gear is engaged and the friction band I3| actuated thereby is applied.

- It will be seen that with the arrangement shown in Figs. 9 and 10 the selector control and the power actuated executive control operating -by means'of the lever I20 of the variable speed gear, are actuated together, i. e. the selection of the required gear ratio and the bringing into effective operation of that gear ratio are effected simultaneously; whereas with the arrangement shown in the modification of Fig. 1 the selector control may be operated preselectivel'y, i. e. a new gear ratio may first be selected by moving the manual selector lever and the selected gear change subsequently made effective by operating on the auxiliary lever I2I.

Referring once again to the power device illus-- trated inIFig. 3 it will be seen that this constitutes a self-contained unit carrying its own supply of oil for working purposes andfor lubrication.

It will further be seen that all the internal moving parts of said power device are self-lubricating in a counterclockwise diand said control device to 5. In an automobile having a transmission clutch, a liquid containing reservoir ,ervoir, a cylinder, a pressure-actuated memb v movable therein and having a connection with said transmission clutch, a delivery connectio ,70

and that the external connections of said unit are reduced to' the minimum requisite for performing its proper functions.

What I claim is:-- I

1. In an automobile, a motor, a transmission clutch, a power-actuated clutch-operating member, a control device responsive to the speed of the motor, means regulating the application oi power to said clutch-soperating member depending on the positions of both clutch-operating member and said control device to produce graduated engagement of the clutch as the motor speed is increased through a selected speed range and means controllable by the driver for regulating the application of power to said clutch-operating member independently of said first named resulating means.

2. In an automobile, a motor, a variable speed gear, gear shifting means, a transmission clutch, a power-actuated clutch-operating member, a control device responsive to the speed of the motor, means regulating the application of power, to said clutch-operating member depending on the positions of both said clutch-operating member produce graduated engagement of the clutch as the motor speed is increased through a selected speed range and means connected with the gear shifting means for regulating the application of power to said clutch-operating member independently- 01' said first named regulating means to disengage ,the clutch during gear shifting.

3. In an automobile, a motor, a transmission clutch, a power-actuated clutch operating member, a control device responsive to the speed of the motor, means regulating the application of power to said operating member depending on the positions of both said operating member and said control device to produce graduated engagement of the clutch as the motor speed is increased through a selected speed range, a throttle for the motor and throttle-connected means regulating the application of power to said operating member to ensure engagement of said clutch when the throttle exceeds a selected opening independently of the position of said motor-speedresponsive control device.

4. In .an automobile, a motor, a transmission clutch, a cylinder. a movable member therein operative on said clutch, a source of fluid pressure with a connection to said cylinder, a control de-' vice responsive to the speed of the motor and valve means for controlling the pressure in said cylinder depending on the positions of both said clutch-operating member and said control device to produce graduated engagement of the clutch as the motor speed is increased through a selected speed range, together with a motor throttle and throttle-connected valve means controlling the pressure in said cylinder to ensure engagement of the clutch when the throttle ex- .ceeds a selected opening independently of the position of said control device.

a motor connected pump supplied from said re from said pump to said cylinder, motor connected elements displaceable responsively to motor speed and valve means connecting said cylinder with motor and a to produce graduated envoir, a. motor connected pump supplied from said reservoir, a cylinder, a pressure-actuated mem- 4 her movable therein and having a connection with said transmission clutch, a delivery connection from said pump to said cylinder, motor connected elements displaceable responsively to motor speed and valve means connecting said cylinder with said reservoir depending on the positions of both said pressure-actuated member and said speed responsive elements to produce graduated engagement of the transmission clutch by progressive exhaustion of the cylinder as the motor speed increases through a selected speed range, a motor throttle and throttle-connected valve means for exhausting'the cylinder entirely and ensuring the engagement of the transmission clutch when the throttle exceeds a selected opening.

'7. In an automobile having a motor, a transmission clutch and a control member therefor, a liquid containing reservoir, a motor connected pump supplied from said reservoir, a cylinder, a pressure actuated member movable therein and having a connection with said control'member, a delivery connection from said pump to said cylinder, motor connected elements displaceable responsively to motor speed and valve means connecting said cylinder with said reservoir depending on the positions of both said pressure-actuated member and said speed responsive elements to produce graduated operation of the control member over a selected range of motor speeds.

8. In an automobile having a motor, a transmission clutch and a control member therefor, a liquid containing reservoir, a-motor connected pump supplied from said reservoir, a cylinder, a pressure-actuated member movable therein and having a connection with said control member, .a delivery connection from said pump to said cylinder, motor connected elements displaceable responsively to motor speed and valve means connecting said cylinder with said reservoir depending on the positions of both said pressureactuated member and said speed responsive ele ments to produce graduated operation of the control member over a selected range of motor speeds, together with independently controllable valve-actuating means overriding said speed responsive elements for operating the control member at will at motor speeds exceeding said selected speed range.

9. In an automobile having a motor, a transmission clutch and a control member therefor, a liquid containing reservoir, a motor connected pump supplied from said reservoir, a cylinder, a pressure-actuated member movable therein and having a connection with said control member, -a delivery connection from said pump to said cylinder, a motor connected device including centrifugal elements and restraining spring means and valve means connecting said cylinder with said reservoir depending on the positions of both said pressure-actuated member and saidnentrifugal elements to produce graduated operation'of the control member over a selected range of' motor speeds.

10. In an automobile having a motor, a transmission clutch anda control member therefor, a liquid containing reservoir, a motor connected pump supplied from said reservoir, a cylinder, a pressure-actuated member movable therein and having a connection with said control member, a deliveryconnection from said pump to said cylinder, a motor connected device including centrif- 11. In anautomobile having a motor, a trans- 1 mission clutch and a control member therefor, a liquid containing reservoir, 9. motor connected pump supplied from said reservoir, a cylinder, a Pressure-actuated member movable therein and having a connection with said control member; a delivery connection from said pump to said cylinder, a motor connected device including centrifugal elements and restraining spring means comprising a primary spring which resists the centrifugal force at all speeds, a secondary spring arranged with a clearance so as to introduce additional resistance at high speeds only, means for adjusting said clearance and means for adjusting the initial tension of each spring independently and valve means connecting said cylinder with said reservoir depending on the positions of both said pressure-actuated member and said centrifugal elements to produce graduated operation of the control member over a selected range of motorspeeds.

12. In an automobile'having a motor, a transmission clutch and a control member therefor, acasing adapted to contain a liquid and arranged within said casing, a rotary shaft having an external connection to the motor, a pump chamber having a suction orifice communicating with the interior of the casing, a pump element within said chamber mounted on said shaft, a valve chest having an open bore coaxial with said shai't'and having an internal annular recess, a delivery channel connecting the pump chamber with said annular recess, a cylinder having a port opening into said annular recess, a. piston in said cylinder, a lever actuated by said piston and having an external arm for connection to the control member, a valve sleeve slidable by said lever in the bore of the valve chest and having ports registering withsaid annular recess, a housing mounted on said shaft, a plurality of centrifugal elements arranged in said housing, a valve member slid-' able concentrically in said valve sleeve and adapted to close the ports of said valve sleeve and an actuating connection between said valve memher and said-centrifugal elements.

13. In an automobilehaving a motor, a trans mission clutch and a control member therefor, a casing adapted to contain a liquid and arranged within said casing, a rotary shaft having an external connection to the motor, a pump chamber having a suction orifice communicating with the interior of the casing, a pump element within having an internal annular recess, a delivery channel connecting the pump chamber with said annular recess, a cylinder having a port opening into said annular recess, a piston in said cylinder, a lever actuated by said piston and having an external arm for connection to the control member, a valve sleeve'slidable by said lever in the bore of the valve chest and having ports registering with said annular recess, a housing mounted on said. shaft, a plurality of centrifugal elements arranged in said housing, a valve member slidable concentrically in said valve sleeve and adapted to close the ports of said valve sleeve and an actuating connectionbetweensaid valve member and said centrifugal elements, said actuating connection including a sleeve slidable on said shaft and a thrust bearing between said last namedsleeve and said valve member.

14. In an automobile having a motor, a transmission cluteh and a control member therefor, a casing adapted to contain a liquid and arranged within said casing, a rotary shaft having an external connection to the motor, a pump chamber having a suction orifice communicating with the interior of the casing. a pump element within said chamber mounted on said shaft, a valve chest having an open bore coaxial with said shaft and having an internal annular recess, a delivery channel connecting .the pump chamber with said annular recess, a cylinder having a port opening into saidannular recess, a piston in said cylinder, a lever actuated by said piston and having an external arm for connection to the control member, a valve sleeve slidable by said lever in the bore of the valve chest and having ports registering with said annular recess, a housing mounted on said shaft, a plurality of can-- trifugal elements arranged in said housing, a valve member slidable concentrically in said valve sleeve and adapted to close the ports of said valve sleeve and an actuating connection between said valve member and said centrifugal elements, said actuating connection including a sleeve slidable on said shaft, a thrust bearing, a valve stem slidable concentrically within said valve member, and a buffer spring; together with loading spring means acting on said valve stem in opposition to the thrust of the centrifugal elements.

15. In an automobile having a. motor, a transmission clutch and a control member therefor. a

casing adapted to contain a liquidand arranged within said casing, a rotary shaft having an external connection to the motor, a pump chamber having a suction o'riflce'communicating with the interior of the casing, a pump element within said chamber mounted on said shaft, a valve chest having an open bore coaxial with said shaft and havingan internal annular recess, a delivery channel connecting the pump chamber with said annular recess, a cylinder having a port valve sleeve and an actuating connection between said valve member and said centrifugal elements including buffer spring means; together with means having an external operating connection for moving the valve member relatively to the centrifugal elements, such movement being permitted by compression of the buffer spring means.

16.]In an automobile having a motor, a transmission clutch and a control member therefor, a casing adapted to contain a liquid and arranged within said casing, a rotary shaft having an external connection to the motor, a. pump chamber having a suction orifice communicating with the interior of the casing, a pump element within said chamber-mounted on said shaft, a. valve chest having an open bore coaxial with said shaft and having an internal annular recess, a delivery channel connecting the pump chamber with said annular recess, a cylinder having a port opening into said annular recess, a piston'in said cylinder, a lever actuated by said piston and having an external arm for connection to the control member, a valve sleeve slidable by said lever in the bore of the valve chest and having ports registering with said annular recess, a housing mounted on'said shaft, a plurality of centrifugal elements arranged in said housing, a valve member slidable concentrically in said valve sleeve and adapted to close the ports of said valve sleeve and an actuating connection between said valve member and said centrifugal elements; together with an independent relief valve communicating with said annular recess and having an external operatingconnection.

17. In an automotive vehicle an engine, a throttle controlling the engine output,.a clutch and clutch-operating power means, the last named including a clutch-operating member; together with control means for said power means including in combination means responsive both to engine speed and to movement of said clutchoperating member and operative to produce graduated clutch operation over an extended range of engine speed and throttle-connected means operative to ensure complete clutch. en-

gagement-when a selected throttle opening is.

exceeded.

18. In an automobile having a motor, a transmisison clutch and a control member therefor, a fluid pressure system, a pressure pump, operatlng means for the pump, a. pressure actuated member movably connected to the control member and to the, system, means for connecting saidpressure actuated member with the control member, motor connected means dlsplaceable responsively to motor speed, and valve means connecting said pressure actuated member with the pressure system depending on the positions of both said pressure actuated member and .said motor connected means to produce graduated operation of the control member over a selected range of motor speeds.

19. In an automobile having a-motor,-a transmission clutch and a control member, a fluid pressure means connected to the control member, operating means for the pressure means, and means actuated by the motor and by the control member and operable responsively to motor speed to produce graduated operation of the control member over a selected range of motor speeds. EDWARD HENRY JAMES CECIL GMEI'I'. 

